Ventilating and heating apparatus for vehicles



H. J. FINDLEY June 14, 1949.

VENTILATING AND HEATING APPARATUS FOR VEHICLES Filed March 15, 1945 I5 Sheets-Sheet 1 INVENroR. Hon/Ae@ .ZHNDLEY HrraeA/sys June 14, 1949.

VENTILATING AND HEATING APPARATUS FOR VEHICLES Filed March 15, 1945 ks sheets-snaai 2 IN VEN TOR. Han/neo J' NvoL/:Y

Arme/YE Ys H. J. FINDLEY 2,473,281

June 14, 1949. H. J. FINDLEY VENTILATING AND' HEATING APPARA Fil-ed March 15, A1945 TUS FOR VEHICLES y 3 Sheets-Sheet 3 Patented June 1 vEN'rmA'riNG AND HEATING APPARATUS Fon vEmcLEs Howard J. Findley, Chardon, Ohio, assigner to Eaton Manufacturing Company,

Cleveland,

Ohio, a corporation of Ohio Application March 15, 1945, Serial No. 582,977

s claims. (c1. 237-2) This invention relates to the Ventilating and heating of automobiles and other motor vehicles and aims to provide improved apparatus for this purpose which will operate in an eiiicient and satisfactory manner in conjunction with the cooling apparatus of the vehicle driving engine.

For a considerable period of time it has been customary to provide the internal combustion driving engines of motor vehicles with a cooling means, usually in the form of a radiatorv adapted to contain cooling liquid and a fan driven from the engine and operable to cause a flow of air f the thermostats of the cooling system will open` only a small amount, if at all, and the ow of cooling liquidthrough the radiator may consist only of the leakage past the thermostats which the thermostat manufacturers go to considerable trouble and expense to keep at a minimum.

Under the conditions just mentioned, the cooling of the engine is accomplished mainly by the circulation of the cooling liquid through the heatexchange core of the heater. In the case f motor vehicles equipped with such an engine cooling radiator and fan and with a heater core and fan, it will be seen that there is a duplication of equipment as well as a wasteful expenditure of power in the simultaneous operation of the engine cooling fan and the heater fan. It is well known also that the usual engine cooling fan absorbs a substantial percentage of the horse- PQWifdeveloped by the engine, and that for vehicle speeds above 50 miles per hour or on colddays when thethermostats of the cooling system do not open, this represents wasted power.

It is, therefore, another object of the present invention toprovide improved vehicle Ventilating and heating apparatus in which the engine cooling radiator and fan are also used for supplying air'A of the desired temperature to the passenger compartment of the vehicle so'as to avoid a duplication'of Vequipment as well as a drain on the vehicle battery.

Still another object of the invention is to provide improved Ventilating and heating apparatus of this character having air passages and valve means arranged for controlling the amounts of cold and warm air to be supplied to the vehicle compartment and wherein valve-controlled discharge means permits the escape of air which is delivered by the engine cooling fan in excess of that needed for the vehicle compartment.

A further object of this invention is to provide improved vehicle Ventilating and heating apparatus of this character, in which the use of the engine cooling fan to supply air to the passenger compartment assures the delivery of an adequate but not excessive volume of air to the compartment and wherein the drive for the fan includes a coupling which operates so that the speed of the fan can be varied in accordance with changes in the operating temperature of the engine. g

Yet another object of this invention is to provide improved apparatus of the character mentioned, in which the valve means controlling the discharge for the airbeing delivered in excess of that needed for the vehicle compartment is adapted to be actuated automatically in response to changes in the temperature ofthe vehicle engine or radiator.

The invention can be further briey summarized as consisting in certain novel combinations and arrangements of parts hereinafter described and particularly set out in the appended claims,

In the accompanying sheets of drawings Fig. 1 is a view showing the improved ventilating and heating apparatus in longitudinal section and applied to a motor vehicle Fig. 2 is a detached detail view partly in section, showing one of the connections for enabling the engine cooling fan to deliver air to the vehicle compartment.

Fig. 3 is a viewmainly in elevation and'more or less diagrammatic in form showing the electric circuit for controlling the coupling embodied in the drive for the engine cooling fan;

. Fig. 4 is a longitudinal sectional view taken V through the coupling of the fan drive; l

Fig. 5 is a partial longitudinal sectional view similar to Fig. 1 ibut showing a modied form of the Ventilating and heating apparatus;

modiiied form of ventilating and heating apparatus constructed according to the present invention; 4

Fig. 8 is a diagrammatic view illustrating the electric circuit for the coupling embodied in the drive for the cooling fan of the apparatus of Fig. '7; and

Fig. 9 is a detail view partly in section, showing a modified construction for the valve-controlled air discharge embodied in the apparatus of Fig. '1.

In the form of the invention illustrated in Fig. 1 there is shown an automobile I0 having therein a passenger compartment II and an engine compartment I2, the latter being located under the hood I3 and separated from the passenger compartment by the dashboard I4. The passenger compartment is provided with a windshield I5 and also contains an instrument panel I9 located adjacent the base of ythe windshield. A driving engine Il in the form of a conventional internal combustion engine or motor is located inthe enginecompartment, I2 and is provided at one end, in thiscase its forward end,with a drivenI `."sha`f t I9 fonoperating auxiliary devices which. f

'willbe referred to presently; The driving engine I'lgis also' providedv with a cooling radiator I9V whichgis here shown as being located-adjacent the forward end of the engine compartment I2 and which .contains water or other cooling liquid.

The radiator I9 fis of a conventional construc-l z Vtion having numerous openings for the passage 4' of air therethrough in heatfe'xchange relation to .the `cooling liquid. The radiator is -connected with the engine I1 bythe usual supply and return Y AconduitsZII and 2I through which the cooling liquid is circulated. A pump23 located infor connected with, .the .return conduit v2| operates' f to circulate the .coollngQliiuid betweenfthe engine I1 and the radiator I9 and constitutes one ofthe j'auxiliarydevices,adapted to be driven from the powerl take-offV I8. The pum-p 23 isconnected .i :with the'power take-off I8 as by-means ofthe beitza'.

Another of. the auxiliary -devices driven from fthe power take-ofvliiis the engine cooling fan kor impeller 25 Awhich constitutes an-v important part ofthe improvedventiIating and .heating apparatus as will beexplained ingreater detail In the embodiment of.` the invention now being type fan and is located in front of the radiator I9, although 'it can be otherwise constructed and located. A hollow structure 29 located adjacent almost which the impellcr 25 is operable, and a delivery section 23h located on the opposite side or to the rear of the radiator. The supply section 29a forms an air passage leading to the openings ol the radiator I9 and also forms a housing for the air impeller 25. The deliverysectlon 29h receives the air which has lpassed through the radiator I9 and has one or more discharge or exhaust openings 29 through winch air in excess of that needed for the compartment II is discharged, as will be presently explained more in detail.

The conduit 30 opens into the compartment II either directly, or as here shown, through a distributing box or iitting 32. The box 32 has one or more air delivery openings 33 communicating with the compartment II and may also have a delivery opening 34'with which a defrosting nozzle 35 is connected. The nozzle 35 is located adiacent the base of the windshield I5 so as to direct air against the latter for clearing or defrosting purposes. The supply of air to the defrosting nozzle 35 can be controlled by a valve 36 adapted to be actuated by means of a knob 31 located on Ithe instrument panel I6. 4

The forward end of the conduit 39 has inlet connections 39 and 40 which are connected respectively with the supply anddelivery sections 29a and 29h of' the structure 28. The inlet connection 39 admits coldair to the conduit 3l), that is to say, air which has notpassed through the radiator' I9, and the inlet connection 49 admits 1to` the conduit 30 air whichhas been heated by passage through the radiator.

The cold air supplied through the inlet connection 39 is a portion of the air being delivered by the impeller 25, and when the impeller is a propeller type fan as here shown, the inlet connection 39 may include a substantially crescent or segment shaped scoop or housing portion 42 as shown in Figs. land 2 ofthe drawings. The scoop 42 is located so that the tips of the blades of the'impeller 25 will travel therethrough in adirection to cause cold air to v be delivered into the conduit 30 throughthe inlet ldescribed (Fig. 1), the impellcr 25 is a propeller ,Y

to or connected with the radiator I9 connesor i directs the air flow created by the impeller 25 so as to render substantially all of the air available for cooling the engine or conditioning the compartment II. A conduit 30 extends rearwardly from the hollow structure 28 to the compartment II and provides a delivery passage 3| through which the air for the compartment is delivered. The hollow structure 28 can b e a housing or shell in which the radiator I9 is located or may comprise a plurality of sections located adjacent the radiator, such as the sections here shown which include a suitably shaped supply section or shroud 28a extending forwardly of the radiator vand in At a point between the inlet connections v39 and 40, the conduit. 30 is provided with a valve housing 43 in which a mixing valve 44 is located. The valve 44 is adapted to be shifted by means of an actuating knob 45 connected `therewith and located on the instrument panel I 6. When the valve 44 occupies the full line position shown in Fig. 1 the cold air inlet connection 39 is closed while the conduit 30 is in open communication with the delivery section 28h of the structure 28 through the warm air connection 49. When the valve 44 is moved to the broken line position shown'in Fig. 1 the Warm air inlet 40 is closed while the coldair inlet 39 is opened. It the Valve 40 is set at a position between its full line and broken line positions the cold and warm air inlets 39 and 4|J`wi1l be partially open and a mixture of cold and warm air will be supplied to the conduit 39 for delivery to the compartment II;

The impeller 25 should be capable of delivering a volume of air which will be sucient under all conditions of vehicle operation to provide the necessary amount of cooling for the engine I1 and to also provide the amount of air desired for Ventilating and conditioning the compartment Il. Under certain conditions the volume of air required for proper cooling of the engine I1 will be considerably in excess of the volume of air needed or desired for the compartment II and this excess air is discharged from the structure 28 after passage through the radiator I9.

ariaas'i For this purpose the delivery section 28h of the structure 28 is provided with the above mentioned discharge openings 29. The discharge openings 29 are preferably located so that the air which is discharged therefrom will be directed rearwardly against, and will ow over, the engine I1. The discharge openings 29 are controlled by pivotally mounted' valves or shutters I8. These valves are connected with an actuating Imember 49 in the form of an upright bar to which a tension spring 59 is connected. The spring 58 exerts a downward pull on the bar 49 tending to move the valves 48 toward their closed position.

The extent of opening of the valves 48 is preferably regulated or varied automatically in response to changes'in the temperature of the radiator I9 or of the water in the cooling passages of the engine I1 and both of which are indicative of the operating temperature of the engine. For this purpose an expansible temperature responsive device 5I is located in the delivery section 28h of the structure 28 and is connected with the lower end of the actuating bar 49. The expansible device 5I here shown as being located immediately adjacent the radiator I9 so that when the radiator has been heated to a predetermined temperature the valves 48 will be .opened to permit a greater volume of air to be jacent the radiator I9, as here shown, it is directly responsive to temperature changes in the-radi- Vator and is also indirectly responsive -to temperature changes in the engine l1.

As indicated in the early part of this specication, the cooling fan often absorbs a substantial part of the horsepower developed by the vehicle engine, and under certain conditions of operation, power is wasted by reason of the fact that the fan is operated either at an excessive speed or at times when it is not needed. The present invention deals with this problem by incorporating in the driving means for the impeller 25 the above mentioned coupling 53 which operates to permit the speed of the impeller to be varied automatically in accordance with the cooling requirements of the engine I1. The coupling 53 is here shown as being in the form of a magnetic coupling which is operable with slippage and which, when energized to its normal extent, provides a substantially constant speed coupling for the impeller 25.

As shown in Fig. 4, the coupling 53 comprises *a housing 54 formed of magnetic material and a belt 26 extends'around the pulley 51 and 'connects the same with the power takefo'ff I8. The

impeller 25 is suitably mountedon the housing 54 so as to be rotatable therewith. Energizing current from the storage battery 59 of the vehicle is supplied to the coil 56 through a circuit ywhich includes slip rings 60 and 6I carried by the shaft 56 and brushes 60a and 5Ia cooperating with such slip rings. One or more constructions suitable for the magnetic coupling 53 are illus- 6 trated and described in greater detail in Patent No. 2,106,542, granted January 25, 1938.

For rendering the energization of the vcoupling 53 responsive to the temperature of the engine I1, the energizing circuit for the coupling is provided with a temperature responsive switch 62 which is located on or adjacent the engine. As

shown in Fig. 3, the 'temperature responsive switch 62 may comprise a. thermally responsive element or expansible member 63 disposed in the water space of the engine I1 and having an actuating stem 64 which cooperates with a plurality of movable switch contacts. In this instance these switch contacts comprise paired cooperating contacts 65, 66 and 61. A resistance 68 is connected with these contacts so that when the pair of contacts 66 are closed a portion ofy the resistance will be short-circuited and when the two pairs of contacts 66 and 61 are closed the entire resistance will be short-circuited. One of the contacts 65 is connected with the brush 60a of the coupling 53 by a conductor 69 and one of the contacts 61 is connected with the vehicle 'battery 5 9 by a connection 10 which includesC a key-controlled switch 1I such as the usual ignition switch of the vehicle.

When the vehicle I6 is placed in operation with the engine I1 and the radiator I9 in a cold ccndition; all of the contacts 65, 66 and 61 will be open and the coupling 53 will be deenergized. While the coupling remains deenergized the slippage between the housing 56 and the rotor 55 will be substantially one hundred percent and the impeller 25 will not-be driven and hence there will be substantially no cooling air ilowing through the radiator i6. At this time the valves 66 will be' held in their closed position by the spring 56. When the temperature of they engine i1 increases a predetermined amountI the stem 66 of the temperature responsive switch 62 will close the ilrst pair of contacts 65 thereby closing the energizing circuit for the coupling in a manner such that the energizing circuit includes the resistance '66.

While the coupling 53 is thus initially or partially energized it will operate with considerable slippage and the impeller 25 will be driven at a relatively reduced speed which will be substantially constant for all operating speeds of the engine coming within its normal driving range. The operation of the impeller at the relatively reduced speed will cause a flow of air through the `radiator I9 for cooling the engine I1 and either warm or cold air or a mixture thereof will then be delivered to the compartment II throughl the conduit 30. As the temperature of the engine I1 increases further, the stem of the thermostatic switch 62 will cause the second pair of contacts 66 to be closed also. This results in a portion of the resistance 68 being f short-circuited out of the energizing of the circuit for the coupling 53. The energization of the coupling is thereby increased and the slippage r of the coupling is correspondingly decreased and the impeller 25 is driven at a relatively higher speed. The condition of operation for the vehicle in which the pairs of contacts 65 and 66 are closed represents thenormal operating condition during which the impeller 25 will cause a sucient flow of air through the radiator I9 to provide the required amount of cooling for the engine and will also supply to the compartment II the volume of'air needed for the ventilation or heating thereof.

If the vehicle I6 is operated under conditions of increased or abnormal load such as when climbing a hill, the temperature of the engine may increase further and thereupon the stem 64 of the temperature responsive switch 62 will cause the third pair of contacts 81 to be closed. This will short-circuit the remaining portion of the resistance 68 out of the energizing circuit and the coupling 53 will then operate in an over excited condition' and its slippage will be still further reduced and the impeller 25 will be driven at its maximum speed. The impeller 25 will then deliver an increased volume of air through the radiator i9 to provide the additional cooling affect needed by the engine I1. When the operating condition of the vehicle returns to normal, the contacts 81 open to reinsert a portion ofthe resistance 88 into the energizing circuit of the coupling 53 and thereafter the cooling elect of the impeller 25 is automatically controlled by the opening and closing of the contacts 56 in response to changes in the temperature of the engine.

As mentioned above, the coupling 53 is a substantially constant speed coupling and in this connection it should be explained that the inherent characteristics of this coupling are such that even though the speed of the engine l1 varies within the normal driving range of the vehicle, the speed of the ixnpeller 25 will be a substantially constant speed depending upon the extent of energization of the coupling which has been determined or selected by the paired contacts 65, 66 and 61 of the temperature responsive switch 62. In other words, the slippage oi the` coupling 53 will be such that not withstanding' variations in the operating speed of the engine l1 the impeller 25 will be driven at a substantially constant speed for each of the three selected degrees of energization represented by the pairs of contacts 65, 65 and 81. During operation of the impeller at each of these selected substantially constantspeeds, the coupling 53 operates with continuous slippage which 'variesn amount as changes take place in the speed r R. P. M. ofthe engine l1,

As shown in the drawings, the conduit 30 may be provided with means for absorbingor reduc-Y ing objectionable noises-and vibrations from the stream of air being deliveredto the compartment Il; Such means is here shown as comprising a .silencer 13 having a chamber surrounding the conduit and containing a fibrous or cellular sound absorbing material 14. Theportion of the conduit extending through the silencer is provided with openings or perforations 15 leading to 'the' sound absorbing material 14.

Fig. of the drawings showswentilating and sive to temperature changes of the engine I1 instead of indirectly responsive as in the arrangement of Fig. 1. v

Fig. 6 shows another modified construction in which the hollow structure 28 is connected with the vehicle compartment in'a somewhat different manner than is shown in Figs. 1 and 5. In this modified construction a conduit 8l extending rearwardly to the vehicle compartment 82 includes cold and warm air inlet connections 83 and 84 similar to the connections 39 and 40, and also includes a mixing valve 85 similar to the valve 44 of Fig. 1. The valve 85 differs from the mixing valve 44 in that it is actuated automatically so as to control the inlet connections 83 and 84 in accordance with the requirements of the compartment 82.

For purposes of this automatic actuation of the I mixing valve 85, a temperature responsive bulb 86 is located at a suitable point in the'compartment 82 and is connected with an expansible valve-actuating elemental by means of the tube 88. The expansible element 81 is operably connected with an arm or lever 89 of the valve 85 and when the temperature of the compartment 82 increases a predetermined amount, the valve will be shifted from its full line position toward its broken line position to decrease or cut-oli the amount of warm air being supplied through the connection 84 and correspondingly increase the amount of cold air being supplied through the connection 83. Similarly, when the temperature of the compartment 82 falls,y the valve 85 will be shifted from its broken line position toward its 4full line position by the action of the compression spring Sil-to j thereby increase the supply of warm air and' decrease or cut oi the supply of cold air being supplied through the connection 83. The discharge end of the conduit 8| opens into the vehicle compartment- 82 either directly or through a discharge. box or fitting 9| Asimilar to the box 32 of y Fig. 1. A windshield clearing or defrosting connection 82 extends from the box 9i yand is controlled by a valve 93 adapted to be actuated by a knob 94.

The operation of the automatic temperature responsive means for actuating the mixing valve 85 g can be varied or adjusted to suit the requirements of the compartment 82 and, for this purpose, an adjusting knob 85 is provided on the instrument panel and is connected with an adjusting screw 88 by means of the iiexible lactuating member or wire 91. The wire 81 is connected with the screw 99 by means of an arm 98 carried by the latter so that by pushing or pulling on the knob y85 the screw can be oscillated or rotated in an internally threaded bracket-or nut 98 through which it ex-l heatingv apparatus generally similar to that just' described above and in which corresponding parts have been designated by the same reference characters. another way in which the valves crease in the operating temperature of Vthe engine l1. This is accomplishedA by providing a temperature response bulb 11 in the waterspace of the engine and which is connected with an expansible device 18 by means of the tube 19. When the temperature of the engine I1 increases to apoint where the air being delivered tothe compartment Il suilicient cooling for the engine,pressure will be developed in the device 18 and will actuate thev bar 49 to open the valves 48. Inthis arrangement the actuation of the valves 48 is directly respon- The apparatus of Fig. 5 showsV y 48 are adapted: to be opened in response to a. predetermined inof r the vehicle' provides intends. The'screw 9S forms a seatfor thespringj and it will bereadilyv seen that'by adjusting the screw 86, in the manner-just described, `will vary or modifyA the actuation of the valve by 'A the temperature responsive'elem'ent 81.

The delivery of air-through the conduit 87|,to

the 'compartment 82 is also-controlled by a vmain valve* I0! which is adapted tolbe manually shifted t to anopen or Vclosed position by an actuating f knob4 102 located on the instrument panel. The

f valve lill serves to closethe conduit 8l at timesy when a'delivery of airto the compartment 82 is x not desired. The valve l0 I and its actuating knob |02. thus 'provide `an additional means for conv trolling' the air supplyv or for overruling the con-A trol exercised by thev mixing valve 85 and the temperature-responsive actuating element 81 `o`f the latter.

hood portion |05a which forms a passage for the air which flows through the openings of the radiator |06, and a housing portion |05b in which an air impeller or blower I operates. In this in..

stance the impeller ||0 is -of the centrifugal typeand the housing portion Ib has a discharge connection or nozzle through which the air is delivered by the impeller and which also form an inlet connection for the conduit |09.

The delivery end of the conduit |09 communicates with the Vehicle compartment |08 either directly or through a suitable box or iitting H2 having a discharge opening H3. The discharge opening ||3 is controlled by a suitable valve lll adapted to be actuated by a knob ||5 located on the instrument panel IIS. A connection lll extending from the box ||2 is also provided for clearing or defrosting the windshield |8 and 1S controlled by a valve ||0 which is adapted to be actuated by a knob |20 located on the instrument panel.

The air impeller ||0 is driven from a power takeoi |22 of the vehicle engine |07 by means of a belt |23 which also drives the water circulating pump |20 of the engine cooling system. The air which passes through the radiator |06 is discharged by the impeller I0 through the discharge connection At times the air delivered by the impeller H0 will be in excess of that needed by the compartment |08 for Ventilating or heating the latter, and to permit the escape of such excess air, the discharge connection is provided with a discharge opening |25 leading to atmosphere and controlled by a valve |26 which functions as a pop-oir valve and is normally urged toward its closed position by a tension spring |27. The discharge opening |25 and the control valve |26 correspond with the discharge openings 2e and the control valves t8 of the apparatus illustrated in Figs. 1 and 5.

The drive for the air impeller H0 includes a coupling |20 which is substantially identical with the magnetic coupling 53 above described and which operates with more or less slippage depending upon the extent of energization of the coupling. The impeller ||0 iscarried by the rotatable housing-of the magnetic coupling |20 and corresponds with the impeller 25 of Figs.

1 3 and 5. The operation of the coupling |29 is.

automatically responsive to the temperature of the engine |01 and is controlled by an energizing circuit illustrated in Fig. 8 and which is substantially identical with the energizing circuit provided forthe coupling 53 and illustrated in Fig. 3 of the drawings. Since the operation of the coupling |29 and its energizing circuit are 1 substantially the same as described above for the coupling 53 the description thereof need not be here repeated. The same reference characters have been used on the energizing circuit for the coupling |29.

With the apparatus illustrated in Fig. 7 it will be seen that the cooling air which passes through the radiator |00, either as the result of the forl() ward motion of the vehicle or by being drawn through the radiator by the operation of the impeller H0, will be discharged through the connection and will be supplied to the vehicle compartment |00 through 'the conduit |09. As

explained above, if the air thus delivered through "the connection is in excess of that needed for the compartment |08 it is discharged or exhausted to atmosphere through the discharge opening |25. 4

Instead oi the valve 20 of the discharge opening |25 being opened only by the pressure of the air being delivered through the connection i, it can be opened in a positive manner as shown in the modified construction illustrated in Fig. 9. This modified view shows a corresponding valve |26a controlling a discharge opening |25a and normally urged toward its closed position by a tension spring |2'la. The valve |26a is adapted i to be engaged and shiftedin an opening direction by a stem |3| of an expansible element |32 which is connected with a temperature responsive bulb |33 located in the Water space of the vehicle engine |01a. When the temperature of the engine |0'la increases to the point where the amount of cooling air needed thereby is in excess of that needed for the compartment |08, the element |32 and the stem |3| carried thereby cause a positive opening of the valve |26a so that the additional cooling air can be more freely exhausted or discharged to atmosphere through the opening ita.

It should be understood that the main control valve or so-called overruling valve ||l| of Fig. 6 can also be used in the forms of the apparatus illustrated in Figs. 1 and 5 if desired.

In all of the various forms of the invention above described the air impelling means includes a rotatable bladed member or fan whose blade elements are disposed in an annular series and are mounted on or connected with the rotatable housing or drum member of the magnetic coupling by which the air impelling means is driven from the power take-o of the vehicle engine.

From the foregoing description and the accompanying drawings it will now be readily understood that the present invention provides irnproved ventilating and heating apparatus for a vehicle compartment and which makes use oi the engine ceoling radiator and fan so as to avoid a duplication of apparatus. It will also be seen that the improved apparatus provides for the operation of the cooling fan in a manner such that its speed will be automatically responsive to the operating temperature and cooling requirements of the radiator or engine, and that the horsepower heretofore wastefully expended in driving the cooling fan at an excessive speed or when not needed, will be saved. It will also be seen that the improved apparatus provides for the delivery of a large volume of air of the desired temperature to the vehicle compartment and that the delivery of such air to the compartment is controlled or controllable in accordance with the requirements of thecompartment.

While the improved Ventilating and heating apparatus of the present invention has been illus- 'for said coupling,

ing a passenger compartment and a driving engine, the latter being provided with an auxiliary power take-off and a cooling radiator having numerous openings for a ilow oi air therethrough in heat-exchange relation thereto, a. hollow structure connected with said radiator so as to dene a passage for the air which passes through the radiator, said structure including a substantiallyA segment-shaped housing portion in front of the radiator and an outlet housing portion at the rear of the radiator, a conduit extending from said structure to said compartment and opening into the latter, said conduit having cold and warm air inlet connections with said segmentshaped housing portion and said outlet housing portion respectively, air lmpelling means connected with said power take-E and operable to cause air to flow through said radiator and through said conduit, said impelling means including a fan having an annular series of blades adapted to sweep through said segment-shaped housing portion, an outlet for discharging air delivered by said impelling means in excess of that needed for said compartment, valve means controlling said outlet, a spring biasing said valve means toward a closed position, and temperature responsive means for opening said valve means in accordance with a predetermined change in the operating temperature of the engine.

2. In conditioning apparatus for a vehicle having a passenger compartment and a driving engine, the latter being provided with an auxiliary power take-ofi and a radiator having numerous openings for the passage of air in heat-exchange relation thereto, a hollow structure connected with said radiator so as to dene a passage for the air which passes through the radiator, a conduit extending from said structure to said compartment and opening into the latter, said conduit having inlet connections communicating with said structure at points in front of and to the rear of said radiator, air impelling means operable to cause air to iiow through said radiator and through said conduit into said compartment, vmeans connecting said air impelling means with said power take-off including an electromagnetic coupling which is operable with slippage while energized, an energizing circuit flow of air from said structure into said conduit through said inlet connections, an outlet for discharging air `delivered by said mpelling meansin valve means for controlling the excess of that needed for said compartment, and

.valve means controlling said outlet and operable I in response to a predetermined change in the op-v erating temperature of the engine.

3.l In conditioning apparatus for a vehicle having a passenger compartment and a driving engine l provided with numerous openingsfor a ow of air therethrough radiator, a conduit extending 'from `said hollow structure the latter, air impelling means operable to lcause air to flow through said radiator andthrough said conduit, means connecting said airvimpelling means'withV said power take-off including 'a' magnetic coupling an energizing circuit for saidmagnetic coupling,- control meansY in said-circuit. responsive to crease the extent of energization of the coupling and. reduce the slippage thereof as the temperature of said engine increases, and a valve controlled outlet for discharging air delivered by said impelling means in excess of that needed for said compartment.

4. In conditioning apparatus for a vehicle having a passenger compartment and a driving engine provided with a cooling radiator and an auxiliary power take-oil?, said radiator havingy numerous openings for a flow of air therethrough in heat-exchange relation thereto, a hollow structure connected with said radiator so as to dene a passage for the air which passes through the radiator. a conduit extending from said hollow structure to said compartment and opening into the latter, air impelling means operable to cause air to iiow through said radiator and through said conduit, means connecting said air impelling means with said power take-off including a magnetic coupling which is operable with slippage, .an energizing circuit for said magnetic to changes in the operating temperature of said engine, said control meansbeing operable to increase the extent of energization of the coupling and reduce the slippage thereof as the temperature of said engine increases, an outlet for discharging air delivered by said impelling means in excess of that needed for said compartment, valve means controlling said outlet, and means for opening said valve means in response to a predetermined change in the operating temperature of said engine.

5. In conditioning apparatus for a vehicle having a passenger compartment and a driving engine provided with a cooling radiator and an auxiliary power take-off, said rdiator having numerous openings for flow of air therethrough in heat-exchange relation thereto, a hollow structure connected with said radiator so as to define a passage for the air which passes through Y the radiator, said hollow structure including a housing portion located ahead of -the' radiator and a delivery portionlocated at the rear of the radiator, a conduit extending from said struc- 'ture to said compartment and opening into the latter, said `conduit having cold and warm air inlet connections communicating with said housl radiator and a through said inlet connectionsand conduit, valve a' coolingA radiator and an auxiliary power take-oli, said radiator having o5 to said compartmenty and opening into which is operable withl slippage,

changes in the operating temperature of said engine, said control means being operable'to innumerous openings for a -low structure 1 connectedl as to defineapassage Ifor the air which passes ythroughthe radiator, saidhollow structure in-V portionV located ahead of the radiator andfa delivery portion located at the means controlling the iiow ofcold and warm air through said inltconnections, means for drivying said air impelling means from-said power take-od, an outlet for said deliverypportion for Y discharging air delivered'by said irnpellingmeansv` inexcess oi that needed for said compartment,

.and` valve, .means controlling" said outlet and `adapted to b e opened iny response to a predeter- Vmined-change in the operating-,temperature of L 6. In .conditioning appara us for a vehicle having 'a passenger compartrzient and a driving engineprovided-With a coolingradiator and an auxiliary fpower takefi, said, radiator having yilow of air ,therethrough in vheat-exchange relation thereto, a holcludi'ngf'a housing' with said radiator so rear of the radiator, a conduit extending from said structure to said compartment and opening into the latter, said conduit having cold and warm air inlet connections communicating with said housing and delivery portions oi said structure, air impelling means operable in said housing portion and adapted to cause a ilow of air through said radiator and a flow of air into said compartment through said inlet connections and conduit, valve means controlling the ow of cold and warm air through said inlet connections. means for driving said al1-.impelling means from said power take-01T including a magnetic coupling which is operable with slippage, an energizing circuit for said magnetic coupling, control means in said circuit responsive to changes in the operating temperature of said engine. said control means being operable to increase the extent of energization of the coupling and reduce the slippage thereof as the temperature of said engine increases, an outlet for said delivery portion for discharging air delivered by said impelling means in excess of that needed for said compartment, and valve means controlling said outlet and adapted to be opened in response to a predetermined change in the operating temperature.

of said engine.

HOWARD J. FINDLEY.

REFERENCES crrm The following referenlces are o! record in the ille of this patent:

5 UNITED STATES PATENTS Number Name e Date 591,395 Fay dct. 12, 1897 704,574 Pintsch July 15, 1902 lo 765,078 Jigouzo July 12, 1904 1,000,183 Marelli Aug. 8, 1911 1,833,324 Kennewig Nov. 24, 1931 2,006,840 Mueller July 2, 1935 2,019,476 Brownlee Nov. 5, 1935 2,079,859 Hueber May 11, 1937 15 2,101,627 Naumger Dec.7,193'1 2,255,420 Graham Sept. 9, 1941 FOREIGN P A'I'ENTS l Number Country Date 20 229,012 Great Britain Feb. 19, 1925 425,830 Great Britain Mar. 22, 1935 609,282 LGermany Feb. 11, 1935 

